Safety barrier transition for providing an easily removable closure of road gaps

ABSTRACT

The present invention relates to a safety barrier transition, comprising partially deformable elements, pivoted by quickly disengageable means and coupling elements to a fixed barrier, specifically designed for closing, under safety conditions, and quickly re-opening road gaps provided in superhighway traffic dividers.

BACKGROUND OF THE INVENTION

[0001] The present invention relates to a barrier transition forremovably closing road gaps and other passage areas through safetybarriers.

[0002] As is known, superhighways, freeways and two-carriageway roads ingeneral are protected at their central riserve by safety barriers whichcan be made of a concrete mix, usually a reinforced concrete mix or,more frequently, a metal material, depending on light and heavy vehiclecontainment characteristics, and on personal safety standards, definedby national and European rules.

[0003] The above protective systems are interrupted, at presetdistances, by paved areas to allow transiting vehicles to switch off thecarriageway, when conditions are required.

[0004] The above mentioned areas are usually called “traffic dividergaps”, and have an average span from 20 to 40 m.

[0005] The frequency with which the mentioned road gaps occur throughthe safety barrier, depends on environment conditions, maintenancerequirements, provided outlets or the like and, usually corresponds to arather small spacing, i.e. about a gap each two road kilometers.

[0006] Thus, said road gaps actually represent a discontinuity throughthe side protective system designed for preventing transiting vehiclesfrom stepping over the traffic divider, i.e. the safety barrier.

[0007] Such a discontinuity is very dangerous, since traffic accidents,caused by vehicles traversing the road gap, even if they occur with arather small rate, have very deleterious effects and, because of thecontinuously increasing vehicle traffic, are anyhow very significativesince, in such a case, an uncontrolled vehicle accidentally traversing aread gap, will probably impact against one or more other vehicles drivenin the opposite direction on the other carriageway, thereby the sum ofthe kinetic energies of the impacting vehicles will be such as to causefatal consequences for the vehicle passengers.

[0008] Moreover, if the starting portions of the safety barrier at theends of the road gaps are not suitably protected, for example by impactattenuators, ther an impact against these regions would frequently havevery serious consequences for the vehicle passengers.

[0009] Thus, in order to overcome the above problems the possibility ofeliminating the mentioned road gaps and closing them by fixedconstructions of a conventional barrier type has been alreadyconsidered.

[0010] Such an approach, however, could not be a viable one, for examplebecause of emergency and snow removal vehicle circulating problems, toallow vehicles to switch off their carriageway in serious accidentconditions in which the carriageway would be interrupted for a longtime, and for long duration maintenance operations, requiring theprovision of a counter-lane on the opposite carriageway.

[0011] Thus, for safety purposes, it is absolutely necessary to providethe road users with an efficient closure system which, on the otherhand, can be easily and quickly removed, for example in urgencysituations.

[0012] Disassemblable metal conventional barriers are commerciallyavailable, which, however, do not allow to provide an easy and quickopening of the barrier since, for disassembling them, it would benecessary to remove a comparatively high number of barrier couplingelements. In this connection it should be moreover pointed out that thementioned coupling elements, being subjected to atmospheric andpolluting agents, would render much more difficult a snap operatingintervention.

[0013] Fixed cable barriers have been also used in some countries withrather good safety results; however this prior technology disclosed, forexample, in EP 369659 (British Ropes) does not allow to make easilyremovable barrier systems, thereby does not solve the existing barrierproblems.

[0014] A cable safety system which has been specifically designed toovercome the above problems is that disclosed in the Italian Patent No.1,270,041 and in WO 00/23658 (PCT) to Snoline. This system, however,does not solve the problems affecting large width road gaps since in animpact situation, it provides comparatively great dynamic deformingcambers.

SUMMARY OF THE INVENTION

[0015] Accordingly, the aim of the present invention is to solve theabove mentioned problems, by providing a barrier transition forremovably closing road gaps, adapted to resist, in a completely safecondition, against impacts, as required by international rules for lightand average weight vehicles, such as motor vehicles and busses, andwhich, in the meanwhile, can be either completely or partially removed,in a short time without requiring either specifically designed complextools or skilled operators.

[0016] Within the scope of the above mentioned aim, a main object of thepresent invention is to provide such a barrier transition which, owingto its specifically designed constructional features, is very reliableand safe in operation.

[0017] Yet another object of the present invention is to provide such abarrier transition which can be easily made starting from easilyavailable elements and materials and which, moreover, is verycompetitive from a mere economic standpoint.

[0018] According to one aspect of the present invention, the abovementioned aim and objects, as well as yet other objects, which willbecome more apparent hereinafter, are achieved by a barrier transitionfor removably closing road gaps, characterized in that said barriertransition comprises suitably contoured protective longitudinal elementsarranged symmetrically to a road gap closure line, said protectiveelements being coupled to one another so as to provide a longitudinallyrigid barrier having impact force transmitting end portions.

[0019] Said protective elements have advantageously a length equal tothat of standard safety metal barriers, i.e. usually of 4 m, and aconventional double or triple corrugation cross-section, and an optionalvertically extending multiple pattern.

[0020] The protective elements are coupled in opposite pairs, by rigidconnection means, such as screws engaged in holes provided near theirend portions, and the element pairs are coupled by special blocks which,on a side, are rigidly clamped by screws to the holes of said elementsand, on the other side, support either one or two vertical hingeassemblies.

[0021] Said hinge assemblies, of strong construction, connect the systemto allow it to transmit through said protective elements the stressesfrom an impacting vehicle, thereby providing a comparatively highflexural stiffness, to in turn reduce the maximum dynamic camber.

[0022] Thus, the system substantially operates as a flexible barrier,which is exclusively stressed by tension and strained through aresilient range.

[0023] The pin of the hinge assembly can be easily removed to quicklyeither partially or fully open the transition barrier (i.e. to removeone or more elements thereof), for allowing traffic to passtherethrough.

[0024] Each longitudinal protective element is coupled to two verticallyextending feet, arranged near its end portions and supporting it on theground thereon it can freely slide.

[0025] To facilitate the opening movement, some or all said feet cancomprise a plurality of wheels the height of which can be adjusted by asuitable raising or lifting mechanism coupled to said feet or to saidlongitudinal protective elements, to allow said wheels to contact theground, in an extended position thereof, only as the road gap is opened.The wheels can moreover comprise a brake for preventing spontaneousmovements on an inclined ground.

[0026] To the end elements of the transition, which transition can haveany desired length, depending on the existing road gap size, transitionfitting of any suitable shape designed to provide a safe connection tothe fixed barrier are coupled, said fittings comprising the same panelsas said fixed metal barrier having a double or triple corrugationconstruction, or different modified panels for concrete barriers, ineach case provided in a suitable number and arrangement of the holes forcoupling and transmitting the impact force to be dissipated by theextended fixed barrier, which, usually, has a length of the order of atleast few hundred meters, but which, most probably, continuously extendsup to the following road gap with a length of at least two kilometers.

[0027] If the existing barrier pertains to a less class and,accordingly, is too weak to absorb the impact force, then it would beanyhow possible to discharge to the ground said impact force, bycoupling the transition end elements to a strong pole ground driven orcoupled to a suitable foundation adding optional dissipating elements,for providing protection against a local side impact.

[0028] If only a portion of the road gap shall be opened, then it isadvantageously possible to use a suitable removable pole, to be driveninto the ground through a driving pole bush, for anchoring therein thetransition portion remaining as the barrier gap is opened.

[0029] To further decrease the dynamic camber, the system can alsocomprise intermediate binding elements, including further removableground driven poles for reducing the overall system working length and,accordingly, its dynamic deformation.

BRIEF DESCRIPTION OF THE DRAWINGS

[0030] Further characteristics and advantages of the barrier accordingto the present invention will become more apparent hereinafter from thefollowing disclosure of a preferred, though not exclusive, embodiment ofa barrier transition for removably closing road gaps, which isillustrated, by way of an indicative, but not limitative, example, Inthe figures of the accompanying drawings, where:

[0031]FIG. 1 schematically shows a road gas with the barrier transitionaccording to the invention, as seen in elevation;

[0032]FIG. 2 schematically shows a road gap with the barrier transitionaccording to the invention, as seen by a top plan view;

[0033]FIG. 3 is an elevation view showing a connection of two componentelements of the barrier transition;

[0034]FIG. 4 is an elevation view showing a foot element including anoptional wheel lifting system in a rest condition thereof;

[0035]FIG. 5 is a further schematic elevation view showing a connectionto a fixed metal barrier;

[0036]FIG. 6 is a further schematic elevation view showing a connectionto a fixed concrete barrier;

[0037]FIG. 7 shows a connection of an end or terminal portion to aground driven pole inside the fixed barrier; and

[0038]FIG. 8 is a further schematic elevation view showing a barriertransition segment with overlapped double corrugation elements.

DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0039] With reference to the number references of the above mentionedfigures, the barrier transition for removably closing road gaps,according to the invention, which has been generally indicated by thereference number 1, comprises longitudinal elements 20, made by couplingtwo barrier sections, and connected to one another by a hinge assembly30, the removable pin 31 of which constitutes a disengagement elementfor opening the road gap at one or more points.

[0040] Each element 20 is supported on the ground by two supporting feet4 which can freely slide on the ground 5. To facilitate the barrieropening movement, said transition barrier can optionally comprise,either fully or partially, a lifting and sliding system 60, arrangednear the feet 4 and comprising an adjustable lifting device 61, sodesigned as to turn about a vertical axis passing through a hub 62, andfurther including one or more wheels 63 for only contacting the groundas the road gap is opened.

[0041] The terminal or end elements 8 are conventionally bolted to anexisting fixed barrier 90, which can be either metal barrier 91 or aconcrete barrier 92.

[0042] If said existing barrier is considered as excessively weak, thenthe terminal elements 8 are suitably modified at their end portions forcoupling to a strong ground driven pole 10.

[0043] According to another embodiment, designed to protect the existingbarrier end portion from front impacts due to vehicles passing throughthe barrier gap, the end portion of the barrier terminal can beconstructed, by any prior method, so as to absorb impacts.

[0044] From the above disclosure it should be apparent that theinvention fully achieves the intended objects.

[0045] In particular, a barrier transition has been provided which isdesigned to absorb angled impacts from vehicles, meeting, for example,the European standard EN 1317, and which can be essentially dynamicallydeformed so as to guide an impacting vehicle to its carriageway again.Moreover the barrier has a stiffened construction and operates in anelastic range, in order to achieve small side dynamic deformation(camber), thereby increasing the safety level of the transition.

[0046] Moreover, the connection with respect to the fixed barrier issuch as to provide a gradual deformation of the fixed barrier, therebypreventing any dangerous hard points from occurring.

[0047] With respect to the required maintenance interventions, since nofoundation construction is necessary for anchoring and tensioningpurposes, the existing barrier can be easily modified by only twomaintenance operators who can use an optional service vehicle andrelated tooling.

[0048] Likewise, if the road gap is to be opened, the same operators candisengage either one or more element connections, lower the optionallyprovided wheels, for facilitating the sliding thereof, and quickly openthe system as a book either from a part or from the other, or from bothparts.

[0049] According to preferred embodiments, the corrugated panels arearranged from the ground at a maximum height of 600 to 1,200 mm andpreferably from 800 to 1,100 mm.

[0050] Moreover, the panels can have any desired contour and moment ofinertia, even with barriers of closed circular or polygonalcross-section.

[0051] To render the barrier more visible at the road gap, thelongitudinal elements can be colored or decorated with patterns, toallow the closure region to be clearly seen.

[0052] The invention, as disclosed, is susceptible to severalmodifications and variations, all of which will come within the scope ofthe invention.

[0053] Moreover, all the details can be replaced by other technicallyequivalent elements.

[0054] In practicing the invention, the used materials, as well as thecontingent size and shapes, can be any, depending on requirements.

1. A transition between two fixed safety barriers, which can be eitherfully or partially easily opened, comprising a bilateral protectivebarrier including longitudinal rigid elements, supported by verticalsupporting elements, said longitudinal elements being coupled to oneanother by quick coupling means and said supporting elements bearing ona paving and being not coupled to said paving.
 2. A barrier transition,according to the preceding claim, characterized in that saidlongitudinal rigid elements comprise a contoured strip.
 3. A barriertransition, according to the preceding claim, characterized in that saidlongitudinal elements comprise a contoured corrugated strip.
 4. Abarrier transition, according to one or more of the preceding claims,characterized in that said coupling means comprise either individual ormultiple hinge assemblies, causing said longitudinal elements to bemutually rotated exclusively about a vertical axis so as to operateunder tension.
 5. A barrier transition, according to one or more of thepreceding claims, characterized in that said coupling means are sodesigned as to transmit through said longitudinal elements, all theforce generated by an impacting vehicle of a preset class against thebarrier transition.
 6. A barrier transition, according to one or more ofthe preceding claims, characterized in that said coupling means comprisevertical pins engaged in said hinge assemblies fixed to saidlongitudinal elements.
 7. A barrier transition, according to one or moreof the preceding claims, characterized in that all the elements of saidbarrier transition are made of a steel material optionally protected ordecorated by surface treatments.
 8. A barrier transition, according toone or more of the preceding claims, characterized in that saidlongitudinal elements comprise wheels which can be arranged at variableheights from the ground, thereby facilitating the opening movement ofsaid longitudinal elements.
 9. A barrier transition, according to thepreceding claim, characterized in that said wheels can be longitudinallyarranged so as not to project in a closed condition of said barriertransition.
 10. A barrier transition, according to one or more of thepreceding claims, characterized in that said wheels comprise a brakingsystem.
 11. A barrier transition, according to one or more of thepreceding claims, characterized in that the connections between thelongitudinal elements and hinge assemblies are performed by connectingat several points the contour of said elements.
 12. A barriertransition, according to one or more of the preceding claims,characterized in that said connections of said longitudinal elements andhinge assemblies are performed by screws or bolts.
 13. A barriertransition, according to one or more of the preceding claims,characterized in that said barrier transition further comprises endfitting elements for connection to several types of fixed barriers, bothof a metal and a concrete material.
 14. A barrier transition, accordingto one or more of the preceding claims, characterized in that saidconnections to said fixed barrier are designed to transmit to said fixedbarrier all the force generated by an impact of a vehicle of a presetclass against said barrier transition.
 15. A barrier transition,according to one or more of the preceding claims, characterized in thatsaid barrier transition comprises a specially designed connection to afixed anchoring system, arranged inside said fixed barrier, and adaptedto support all the force generated by an impact of a vehicle of presetclass against said barrier transition.
 16. A barrier transition,according to one or more of the preceding claims, characterized in thatat any positions along the extension of said transition, are arrangedone or more ground driven removable poles coupled to said barrierthereby allowing to open only a portion of said barrier while leavingthe remaining portion thereof at its set position.
 17. A barriertransition, according to one or more of the preceding claims,characterized in that said longitudinal elements have top portionsarranged at a height from the ground from 600 to 1,200 mm.
 18. A barriertransition, according to the preceding claim, characterized in that saidlongitudinal elements have top portions arranged at a height from theground from 800 to 1,100 mm.
 19. A barrier transition, for removablyclosing road gaps, according to one or more of the preceding claims, andsubstantially as broadly disclosed and illustrated and for the intendedobjects.